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msausen

Joined: 25 Oct 2007
Posts: 559
Location: Appleton, WI USA

Posted: Sun Nov 18, 2007 7:45 am Post subject: N289DT Accident

Historically, the NTSB will release a preliminary report with it's probable findings.  This could be anywhere from a week to a who knows when.  As of yesterday they still haven't released a preliminary report on N289DT which means they still haven't found a probable cause, or at least haven't compiled it into a prelim report.



  I don't think anyone can take a guess at what really happened unless they had firsthand knowledge to anything causal prior to the flight.  I also really don't expect Jan to be forthcoming with any information because of legal reasons, so don't look to him for any data.  Not suggesting anything, just a fact of business.



  There has also been lots of back room speculation on the decision making process up to that faithful day.  I have no firsthand knowledge of any bad decisions or shortcuts being made, and I prefer to give people the benefit of the doubt until proven wrong, but there was too much chatter before this to ignore.  The fact is only one of two things caused this accident, either mechanical or pilot failures or a combination of both.  Every single one of us has made a bad decision in aviation but 99% of the time it ends in a benign way.  It's that compounding of small problems that can rapidly sneak up to bite someone in the ass.  Aviation isn't forgiving of smart people having a bad day.



  So what I suggest is we start sharing what we do know and keep the speculation to a minimum.  It is important to remember however that it will take a level of speculation and assumption to get to a conclusion without a VERY clear factor to lead us to an undeniable cause.  Even the NTSB will make some assumptions to get to a conclusion.  I doubt there will be a single smoking gun in this accident but you never know.  I suggest this because there are several other people out there looking at installing an alternative engine and we can't deny the fact that the install of an alternative engine in this case probably had a contributing factor.  I think it is important for those people to have information available to help them with their decision making process on their own installs.



  Here is what we seem to know at the moment.  Immediately prior to the event, the batteries were relocated from the standard aft location to the firewall.  We know the standard battery location was chosen for CG considerations.  He was using two batteries but I'm not sure of the size. We know the engine was running within a minute or so of the impact.  We know in a standard RV-10 configuration with low fuel and no passengers it is possible to run out of elevator authority in a flair.  We also know that there were many modifications FWF to accommodate the Egg engine.  Does anyone know what the weight of the Egg FWF package is?  I thought I recall Dan telling me it wasn't much less than the standard 540 configuration once all the accessories are added.



  I'm sure there are plenty of people out there that would rather let this go out of respect to Dan and his family.  Like many on the list I have had numerous personal conversations with Dan.  He and I went through the process on choosing an engine at the same time.  Even though we came to different conclusions there was always an understanding on why each of us made our decision and we both respected that.



Michael

--

ricksked(at)embarqmail.co
Guest

Posted: Sun Nov 18, 2007 8:14 am Post subject: N289DT Accident

Speculation at some point is inevitable and I'm sure many just like myself have speculated privately about what happened but without substantiation. I hope that the cause is found and disseminated to everyone to prevent future tragedies. If Dan was able, he would post what happened during those last minutes to get the word out so the same fate did not befall anyone else. This whole incident has personally caused me to step back and rethink my entire outlook on aviation and aviation safety. I read the NTSB reports and several Aviation Safety magazines. They all promote thinking and provide insight to staying alive and flying, but all those reports and stories never left a pit in my gut like this one.



Rick S.

40185

---

deej(at)deej.net
Guest

Posted: Sun Nov 18, 2007 9:09 am Post subject: N289DT Accident

RV Builder (Michael Sausen) wrote:

 	  Quote: 	
		  I suggest this because there are several other people out there looking at installing an alternative engine and we can't deny the fact that the install of an alternative engine in this case probably had a contributing factor.  


	




Hi Michael,

	Not to quibble too much, but until we have actual evidence it is

completely unreasonable to assume the installation of an alternative

engine had any contributing factor.  For all we know it could be as

simple as a screwdriver got caught in the aileron controls.



	I mean no offense, but in my opinion your statement above crosses

completely into the speculation and WAG zone.



	Perhaps Tim is right, and we should wait for the NTSB preliminary

report.  We all want to find out what happened, but it is all too easy

to start "suggesting" the direction the finger should point when we

don't have any data and aren't directly involved in the investigation.



-Dj

rv10builder(at)verizon.ne
Guest

Posted: Sun Nov 18, 2007 10:01 am Post subject: N289DT Accident

I tend to agree that we can help each other out and that is generally the 

purpose of the NTSB articles I receive montly. The NTSB report and a 

commentary on ways it could have been avoided.

As far as making assumptions, we could certainly say the CG was out due to 

the battery, the engine was different, but in this case it was a Suburu and 

Eggenfeller has many of these flying (not the 3.0 of course) without an 

issue, also speaking to a CART mechanic (works on the race carts- step below 

the NASCAR not go-carts) he said the 3.0 turbo Suburu engine is designed to 

be revved this high without a problem, certainly not within 100 hours 

anyway.. UNLESS the engine was rebuilt with new custom parts that were not 

tested completely.. so on and so forth.

Let's wait on the "official" report and take it apart so we CAN all learn 

from, sadly, someone elses accident but I agree discussing assumptions may 

help some but it's like gossip, without it being true it's actually harmful.

Pascal



Do not archive

---

Tim Olson

Joined: 25 Jan 2007
Posts: 2872

Posted: Sun Nov 18, 2007 2:53 pm Post subject: N289DT Accident

Ok folks, I've received enough encouragement offline to share the story

that I think it's time for limited distribution.  You have no idea how

many people who are nearing their first flight are becoming nervous,

and how many wives of builders are starting to second-guess their

projects.  This accident has touched some people pretty deeply and

there is very understandable concern that they would just like to hear

more information to give them something to understand the situation a

bit.



I warn you that you aren't going to find any smoking guns in the story,

so for those wanting that sort of thing, it's not here.  But, the story

does provide numerous opportunities for observation and introspection

for the builder, to perhaps give you something to nudge you to do the

proper thing if the time ever hits you.  Truly, attitudes are a critical

part of safe flying.  Even on my first flight, I had the opportunity

to take off with a battery warning because I hadn't clicked in my

alternator control wire plug tight enough.  I thought briefly about just

doing "once around the patch", but my conscience (developed from reading

so many "aftermath" reports) got the best of me and I decided to do the

right thing and fix it before I took off.  As you read the story

you will see some reasonings that may shed light for you a bit.



I ask of all of you to treat this with the utmost respect, because there

are still living members of his family that have deep feelings.

Understanding accidents is important, and so is preservation of

their well being.  So to help meet these needs, I have made this a

link that you will need to log in to read.  This is made only

semi-public to limit it's distribution to only RV-10 builders.

Please do not distribute further for the time being.



With that said, please feel free to read the following synopsis, and not

use it to draw "smoking gun" conclusions.  I do feel though that you

will develop somewhat of an understanding.  Be aware that nobody is

immune to this sort of thought process, so it is up to you and all of

us to not become the second fatality in our RV-10 family.



Here is the link:

http://www.myrv10.com/builders/N289DT_accident.html



Tim Olson - RV-10 N104CD - Flying

do not archive

Rick Sked wrote:

[quote] 

 

 Speculation at some point is inevitable and I'm sure many just like

 myself have speculated privately about what happened but without

 substantiation. I hope that the cause is found and disseminated to

 everyone to prevent future tragedies. If Dan was able, he would post

 what happened during those last minutes to get the word out so the

 same fate did not befall anyone else. This whole incident has

 personally caused me to step back and rethink my entire outlook on

 aviation and aviation safety. I read the NTSB reports and several

 Aviation Safety magazines. They all promote thinking and provide

 insight to staying alive and flying, but all those reports and

 stories never left a pit in my gut like this one.

 

 Rick S. 40185 ---

KiloPapa

Joined: 24 May 2006
Posts: 142
Location: Pearblossom, CA

Posted: Sun Nov 18, 2007 3:39 pm Post subject: N289DT Accident

Let the investigators investigate.  Trying to discuss possible causes in 

this forum without accurate and reliable information or knowledge is 

irresponsible.  As suggested earlier, speculation and WAG's have no place 

here (even though some will not likely stay away from it.)



Kevin

40494

_________________
Kevin
40494

do not archive

ron.mcgann(at)baesystems.
Guest

Posted: Sun Nov 18, 2007 3:44 pm Post subject: N289DT Accident

Tim,



Congratulations - that is the most inspired piece of writing I have seen

in a long, long time.  I am sure there are many of us who are becoming

frustrated with just how long it takes to complete this project and I

can imagine how easy it could become to compromise on quality and safety

to 'just get it done'. It is sad that it takes a loss to our building

family to hammer the point home. 



You have done well my friend.  You have convinced me to take as long as

it takes, to build to my best ability, and receive the training that I

know I need.



Regards,

Ron

187 - finishing 

 



--

msausen

Joined: 25 Oct 2007
Posts: 559
Location: Appleton, WI USA

Posted: Sun Nov 18, 2007 3:56 pm Post subject: N289DT Accident

Tim,



  Very well written and gives some crucial insight to events prior to the accident.  Well done!  As the hub of information for this community, I think only you could give it the insight that you have.



Michael



--

speckter(at)comcast.net
Guest

Posted: Sun Nov 18, 2007 4:03 pm Post subject: N289DT Accident

The most often asked question we builders get asked is "when will it be

done".  On Tuesday is the standard answer, whether this week, month, or

year.  It is done when it is done, not before.



Gary

40274



--

Tim Olson

Joined: 25 Jan 2007
Posts: 2872

Posted: Sun Nov 18, 2007 4:04 pm Post subject: N289DT Accident

Ron,



I greatly appreciate the feedback.  I have very mixed feelings

as you can tell, but if you got that all out of it, then you

by all means got the intent.  The actual cause of the crash is

unknown, but in all reality, you can probably see now that there

was so much more to it than some sort of mechanical happening.

It's not so much speculation, as it is relevant background information.



Tim Olson - RV-10 N104CD - Flying

do not archive

McGANN, Ron wrote:

[quote] 

 

 Tim,

 

 Congratulations - that is the most inspired piece of writing I have seen

 in a long, long time.  I am sure there are many of us who are becoming

 frustrated with just how long it takes to complete this project and I

 can imagine how easy it could become to compromise on quality and safety

 to 'just get it done'. It is sad that it takes a loss to our building

 family to hammer the point home. 

 

 You have done well my friend.  You have convinced me to take as long as

 it takes, to build to my best ability, and receive the training that I

 know I need.

 

 Regards,

 Ron

 187 - finishing 

  

 

 --

dlm46007(at)cox.net
Guest

Posted: Sun Nov 18, 2007 4:19 pm Post subject: N289DT Accident

Certainly the list can wait for the NTSB report to take it apart but there

are several points worth mentioning that can be deduced by a check of the

public FAA records. The aircraft was DAR inspected 7/10/2007 and first flown

7/12/2007. Less than two weeks later the 40 hours of test period which are

usually restricted to the local area were flown "off" and the aircraft

arrived at OSH. This may seem a little John Cox but the reason for a test

period is "fly, analyze, fix and fly again".  This does not seem to be

compatible with an aircraft display at OSH less than two weeks later. 

The second point is that alternative engine installations require the same

amount of engineering analysis and design as certified ones. The builder

needs to have the engineering expertise (in which case he pays with his

time) or purchase the expertise (cash) or wing it (risk). I will not

speculate on the motives or actions of this builder but if a builder cannot

afford a Lycosaurus then he can't afford to do an alternate engine properly.

I recall when I was purchasing the tail kit that Mistral was offering me a

$5000 discount on the engine to bring an flying 10 to OSH the next year. We

just laughed, knowing the real costs. During my building partner's visit to

Switzerland he visited the factory; the engineers there indicated that they

could not fly for more than 30 minutes due to heat problems; yet the

peddlers were trying to sell an engine for me to 'engineer" into the 10.

Incidentally they are still trying to certify this engine in a long term

project with Embry Riddle. With alternative engines as it is with all of

aviation, "If you cannot afford the time and money to do it right , you

cannot afford to do it".

Deems Davis

Joined: 09 Jan 2006
Posts: 925

Posted: Sun Nov 18, 2007 4:32 pm Post subject: N289DT Accident

Tim, My thanks to you for the time putting this post together. I'm one 

of those that is getting 'close' to flying, and Dan's crash and death 

hit me personally hard. I also have experienced and share Ron's comments 

about the frustration, in the never ending 'final finishing stretch'. 

But if there is a silver lining to this story, it is that it has helped 

at least one builder (me) to adjust their attitude about completion, I 

no longer have a 'date' target, (what's the use? I never meet any of 

them anyway!) Instead, I have 73 items on a Word document, and I add 1 

item for every 2 that I cross off. Someday there will be no more items 

on the list, and then I'll begin another called 'items found during 

testing of systems prior to 1st flight'.

The NTSB has historically paid less attention to the Experimental 

segment of aviation, so we may never hear/know the 'cause'. But this 

post reinforces that perhaps the best tool we have as builders/pilots is 

Judgement.  May we all use it wisely.



Deems Davis # 406

'Its all done....Its just not put together'

http://deemsrv10.com/



 	  Quote:

GRANSCOTT(at)aol.com
Guest

Posted: Sun Nov 18, 2007 5:59 pm Post subject: N289DT Accident

In a message dated 11/18/2007 6:34:15 PM Central Standard Time,  deemsdavis(at)cox.net writes:

  	  Quote: 	
		  The NTSB    has historically paid less attention to the Experimental 

segment of    aviation, so we may never hear/know the 'cause'. But this 

post reinforces    that perhaps the best tool we have as builders/pilots is 

Judgement.     May we all use it wisely.

	


 

 Deems while you feel this way about the NTSB and maybe the FAA who may  assist in the various investigation, from my research and working as a CAP Wing  Safety Officer, I can tell you that if you go to the NTSB files you'll find that  they investigate all accidents about equally...there are many Van's accidents  and incidents to read about.  But not ultralight aircraft since they are  not registered...that the key, if registered they must investigate.

  

 When Aviation Consumer wrote an article concerning the accident rates of  experimentals, I did a secondary research of all Van's accidents and all Cirrus  accidents to compare experimentals best kit to GA best selling production  plane.  Actually, Van's numbers were OK about equal to the accident  rate/hrs as Piper...far behind Cessna's and well a head of Cirrus...but at that  time Cirrus was somewhat newish and they'd had a lot of fatal accidents per  hours flown.  Since that time Cirrus has gotten a new safety program and  their hours have steadily increased with better and safer flying  hours.

  

 Anyway I presented the data and my conclusions to AC, the sent a note back  saying basically Ok, Van's are good but we're talking about all experimental's  vs production aircraft.  And they did not want to review the top one in  each category.  I don't have my data currently, but as I remember the #1  reason for a Van's accident was pilots running out of gas with often fatal  results.  Cirrus's #1 reason...IFR flight into IMC and failure of pilot  control but hard to tell from reading NTSB reports whether a final report  or from other categories.  

  

 If you're in flying long enough, you'll lose some friends, I've lost  several this past year.  But let's all do the best we can do building,  flying and supporting each other whether in a spam can or experimental.

  

 P



See what's new at AOL.com and

ricksked(at)embarqmail.co
Guest

Posted: Sun Nov 18, 2007 6:10 pm Post subject: N289DT Accident

Thanks Tim,



I'll slide out from behind the wall I have been hiding and confess to a sharp lack of confidence in myself for the last few weeks. The project has pretty much set awhile I worked on what's important, my brain and my life. Little things got crossed off the list but forward progress, not really. I had to force myself to go to Aviation Nation, and that's in my backyard!! If it were not for my good friend Bob Kaufmann tugging me along I would not have went. I would not have had the chance to meet Wayne and see his -10 along with seeing you and your family and Scott. I can honestly say I never had a "that's good enough attitude" or felt a pressing need to finish. (I'm 40185, what's that tell you) And now for sure I'm not changing my standards. Thanks for sharing the bits and pieces of your history with Dan.



Rick Sked

40185



do not archive

---

toaster73(at)embarqmail.c
Guest

Posted: Sun Nov 18, 2007 6:20 pm Post subject: N289DT Accident

Fear not Mr. Sked, I plod along here at #40072, 4 years this past October, 1 

to go? 1.5?

-Chris Lucas



---

Jim Carlton

Joined: 09 Jan 2006
Posts: 10

Posted: Sun Nov 18, 2007 6:23 pm Post subject: N289DT Accident

Hi Tim,

If I could get access to your site I would appreciate it. You may have me on your roster from the past couple of years but we have had a slowdown in construction on our "10" project. 

This accident with Dan has actually inspired me to get back to it and work even harder at building a quality, safe aircraft. Anything I can glean from the proceedings would be beneficial. I recall talking to Dan at various times and I unfortunately regret not meeting up with him on a trip to Dana's in Kentucky as we planned awhile back. Now I wish I had made more effort to get together for that event. Maybe that would have changed events in life for us both.



Thanks for your excellent documentation and logs of construction and subsequent flying of your "10". Invaluable...



Jim Carlton

rv10builder(at)verizon.ne
Guest

Posted: Sun Nov 18, 2007 6:38 pm Post subject: N289DT Accident

I mentioned before I read Aviation weekly and the NTSB reports circular, but 

Tim, you far exceeded any report either magazine will be able to match.

There was a mention in your report that mentioned  "See, I almost feel like 

a father when I read that....You've got this kid that you know is doing 

stupid things, and he's not going to listen to a lecture"

Once again it shows how you are a leader and really do care enough to say 

what needs to be said. Truthfully anybody else giving this report would not 

have held the level that it does coming from you.

Sad to read since regardless of the final NTSB report we now have .. "the 

rest of the story"



Thanks Tim!



Pascal

Do not archive





---

AV8ORJWC

Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"

Posted: Mon Nov 19, 2007 6:33 am Post subject: N289DT Accident

If you fly long enough, you learn the adage "No old Bold Pilots".  The

axiom is really that the pilots who last at flying longer are "Less

Bold" than some who do not.  Many of the pilots just leave the gene pool

for various reasons.



In over thirty years, I have lost more than two dozen known friends,

eight of them were very close personally. Steve Fossett was/is a fellow

aeronaut who is still reported missing. I have been involved directly in

three NTSB investigations in those thirty years as a Pilot Examiner and

Accident Safety Counselor and one event which was able to be

reclassified at the FAA level to avoid the NTSB investigation, even when

the medical expenses on one passenger exceeded One Million.  One of

those accidents, I served as an investigator of primary facts, one I

secured the remaining debris until released to the Insurance company (a

gruesome responsibility).  Many reading the RV-10 list have a false

impression of both the role and use of NTSB reports.



The Proficiency Training offered in conjunction with Lancair included(s)

study of all make and model related fatal Lancair accidents. There have

been many.  There will be more RV-10s. It also includes Life Skill Sets

which reduce the likelihood of not flying the aircraft incorrectly. One

conclusion this group is likely to reject is that Proficiency Training

goes beyond Transition Training.  They each have value. They each should

be seriously considered. When studying NTSB reports, and contrary to

popularly held opinion - they do not always present FACT. They present a

series of findings held by the reader as fact and not subject to

amendment or clarification except in discussion.  Often the conditions

may be in error of what actually happened (but are close enough for

study).  Not all accidents get the same level of investigation.  TWA

Flight 800 was not your typical CFIT Cessna 182.  They do present a body

of information and a conclusion which can be used to modify and improve

one's own piloting judgment and flying skills.  In the case of TWA800 it

has lead to corrective wiring techniques not yet brought to GA aircraft.



Here are a series of questions which deserve posted answers during the

interim of the NTSB final Preliminary Finding.



Who was the DAR?

What was the data of Weight and Balance presented?

What was the CG of this particular Eggenfelner powered aircraft with the

battery aft?  With the Battery relocated forward?

Were these controls balanced?

How was the aircraft able to leave the primary assigned Phase One

Fly-Off and arrive in Florida during the initial testing period?

How was a second POB allowed to be on board when not required on the

Operating Limitations as required crew?

Do you want to speculate that the DAR should be held to completing a

comprehensive final inspection of the workmanship?

Did the written logbook support actual and not fabricated compliance

with the purpose of the Fly Off?

For those who saw the aircraft, was the workmanship up to your standards

or VANS?

Were the instruments and flight controls working properly prior to this

final flight?



	Beyond these answers, the rest will remain speculation.



My thoughts are for Dan's family and a prayer for a peaceful

Thanksgiving.  I am thankful the circumstances did not have them aboard

on this unfortunate test flight.  Don't forget the fund to help his

family.



John Cox - $00.02



Do not Archive



--

indigoonlatigo(at)msn.com
Guest

Posted: Mon Nov 19, 2007 7:22 am Post subject: N289DT Accident

And for God's sake, please stop saying Oshkosh '08 or Bust. What the hell does it matter!!!!!

 John G. 409

[quote] Date: Sun, 18 Nov 2007 16:52:33 -0600

 From: Tim(at)MyRV10.com

 To: rv10-list(at)matronics.com

 Subject: Re: RV10-List: N289DT Accident

 --> RV10-List message posted by: Tim Olson <Tim(at)MyRV10.com>

 Ok folks, I've received enough encouragement offline to share the story

 that I think it's time for limited distribution. You have no idea how

 many people who are nearing their first flight are becoming nervous,

 and how many wives of builders are starting to second-guess their

 projects. This accident has touched some people pretty deeply and

 there is very understandable concern that they would just like to hear

 more information to give them something to understand the situation a

 bit.

 I warn you that you aren't going to find any smoking guns in the story,

 so for those wanting that sort of thing, it's not here. But, the story

 does provide numerous opportunities for observation and introspection

 for the builder, to perhaps give you something to nudge you to do the

 proper thing if the time ever hits you. Truly, attitudes are a critical

 part of safe flying. Even on my first flight, I had the opportunity

 to take off with a battery warning because I hadn't clicked in my

 alternator control wire plug tight enough. I thought briefly about just

 doing "once around the patch", but my conscience (developed from reading

 so many "aftermath" reports) got the best of me and I decided to do the

 right thing and fix it before I took off. As you read the story

 you will see some reasonings that may shed light for you a bit.

 I ask of all of you to treat this with the utmost respect, because there

 are still living members of his family that have deep feelings.

 Understanding accidents is important, and so is preservation of

 their well being. So to help meet these needs, I have made this a

 link that you will need to log in to read. This is made only

 semi-public to limit it's distribution to only RV-10 builders.

 Please do not distribute further for the time being.

 With that said, please feel free to read the following synopsis, and not

 use it to draw "smoking gun" conclusions. I do feel though that you

 will develop somewhat of an understanding. Be aware that nobody is

 immune to this sort of thought process, so it is up to you and all of

 us to not become the second fatality in our RV-10 family.

 Here is the link:

 http://www.myrv10.com/builders/N289DT_accident.html

 Tim Olson - RV-10 N104CD - Flying

 do not archive

 Rick Sked wrote:

 > --> RV10-List message posted by: Rick Sked <ricksked(at)embarqmail.com>

 > 

 > Speculation at some point is inevitable and I'm sure many just like

 > myself have speculated privately about what happened but without

 > substantiation. I hope that the cause is found and disseminated to

 > everyone to prevent future tragedies. If Dan was able, he would post

 > what happened during those last minutes to get the word out so the

 > same fate did not befall anyone else. This whole incident has

 > personally caused me to step back and rethink my entire outlook on

 > aviation and aviation safety. I read the NTSB reports and several

 > Aviation Safety magazines. They all promote thinking and provide

 > insight to staying alive and flying, but all those reports and

 > stories never left a pit in my gut like this one.

 > 

 > Rick S. 40185 ---

indigoonlatigo(at)msn.com
Guest

Posted: Mon Nov 19, 2007 7:22 am Post subject: N289DT Accident

And for God's sake, please stop saying Oshkosh '08 or Bust. What the hell does it matter!!!!!

 John G. 409

[quote] Date: Sun, 18 Nov 2007 16:52:33 -0600

 From: Tim(at)MyRV10.com

 To: rv10-list(at)matronics.com

 Subject: Re: RV10-List: N289DT Accident

 --> RV10-List message posted by: Tim Olson <Tim(at)MyRV10.com>

 Ok folks, I've received enough encouragement offline to share the story

 that I think it's time for limited distribution. You have no idea how

 many people who are nearing their first flight are becoming nervous,

 and how many wives of builders are starting to second-guess their

 projects. This accident has touched some people pretty deeply and

 there is very understandable concern that they would just like to hear

 more information to give them something to understand the situation a

 bit.

 I warn you that you aren't going to find any smoking guns in the story,

 so for those wanting that sort of thing, it's not here. But, the story

 does provide numerous opportunities for observation and introspection

 for the builder, to perhaps give you something to nudge you to do the

 proper thing if the time ever hits you. Truly, attitudes are a critical

 part of safe flying. Even on my first flight, I had the opportunity

 to take off with a battery warning because I hadn't clicked in my

 alternator control wire plug tight enough. I thought briefly about just

 doing "once around the patch", but my conscience (developed from reading

 so many "aftermath" reports) got the best of me and I decided to do the

 right thing and fix it before I took off. As you read the story

 you will see some reasonings that may shed light for you a bit.

 I ask of all of you to treat this with the utmost respect, because there

 are still living members of his family that have deep feelings.

 Understanding accidents is important, and so is preservation of

 their well being. So to help meet these needs, I have made this a

 link that you will need to log in to read. This is made only

 semi-public to limit it's distribution to only RV-10 builders.

 Please do not distribute further for the time being.

 With that said, please feel free to read the following synopsis, and not

 use it to draw "smoking gun" conclusions. I do feel though that you

 will develop somewhat of an understanding. Be aware that nobody is

 immune to this sort of thought process, so it is up to you and all of

 us to not become the second fatality in our RV-10 family.

 Here is the link:

 http://www.myrv10.com/builders/N289DT_accident.html

 Tim Olson - RV-10 N104CD - Flying

 do not archive

 Rick Sked wrote:

 > --> RV10-List message posted by: Rick Sked <ricksked(at)embarqmail.com>

 > 

 > Speculation at some point is inevitable and I'm sure many just like

 > myself have speculated privately about what happened but without

 > substantiation. I hope that the cause is found and disseminated to

 > everyone to prevent future tragedies. If Dan was able, he would post

 > what happened during those last minutes to get the word out so the

 > same fate did not befall anyone else. This whole incident has

 > personally caused me to step back and rethink my entire outlook on

 > aviation and aviation safety. I read the NTSB reports and several

 > Aviation Safety magazines. They all promote thinking and provide

 > insight to staying alive and flying, but all those reports and

 > stories never left a pit in my gut like this one.

 > 

 > Rick S. 40185 ---

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